PROPULSION APPARATUS DRIVEN BY ENVIRONMENT'S HEAT

Abstract: A propulsion apparatus having at least one converging duct (1) connected to a diverging duct (2). When the apparatus is in motion,fluid flowing through the converging duct (1) converts a portion of its own mechanical energy into propelling energy, which is the product of the thereby generated thrust and propelling speed, whereas fluid flowing through the diverging duct (2) converts its own heat into mechanical energy, thereby cooling the fluid by the amount of work performed by the thrust.

Description: Invention Title: Propulsion apparatus driven by environment•s hea . Technical field of the invention: This invention relates to a propulsion apparatus for the propulsion of vehicles or power generators in air or in water in such a way that heat energy contained by the.fluid in which said apparatus operates, air or water, is utilised to perform propulsion work so that normally not any addition of external heat, like by burning of fuel, is required, except at a very high speed, supersonic, when said heat energy is insufficient, an external heat must be added. Background art of the invention: This invention relates to propulsion apparatuses which are propelled not by the reaction of issued jet of fluid, like in conventional jet propulsion systems, but by a force similar to the force which propels a balloon, without leaving a rearwardly directed jet of fluid behind the apparatus. Such force has the ability when it performs work like in case of a balloon, to convert heat directly into work without involving any of conventionally used thermal cyclic processes. The only prior art, as far as known to the applicant, can be cited is the applicant's Australian Patent No. 59 3525. This invention introduces some important improvements which are not included in said Patent: The construction, being now in form of a nacelle, is considerably simplified and is less expensive to make; the thrust is increased and the dynamic drag is reduced. Summary of the invention. In brief summary, this invention facilitates the utilisation of the heat contained in atmosphere or water to perform the propulsion work, thus facilitating the utilisation of the vast energy stored as heat in environmental fluids as an energy source. This propulsion apparatus consists mainly of a number of converging and diverging ducts. When a diverging duct is in motion towards its narrower end and fluid flows through it from its narrower towards its wider end, the fluid converts in the duct its own heat directly into its mechanical energy. When a converging duct is in motion towards its wider end and fluid flows through it from its wider towards its narrower end, the fluid converts a portion of its own mechanical energy directly into propulsion energy. The ducts can be in any combination. Maximum propulsion is achieved when the apparatus consists, pre erably, of two converging and one diverging ducts arranged so that the fluid enters the apparatus, which is in motion, through the wider end of a converging duct which is connected at its narrower end with the correspondingly narrower end of a diverging duct which is also connected at its wider end with the correspondingly wider end of the second converging duct. Propulsion produced by the work resulting from a thrust generated in such a combination of ducts is obtained from the heat provided by the fluid, from its own heat, in the diverging duct so that the fluid issues from the apparatus cooled by the amount of work resulting from the thrust. DESCRIPTION OF THE INVENTION. Following constructions of propulsion apparatuses in accordance with this invention will now be described by way of example only with reference to the accompanying drawings in which: Fig. 1. and Fig. 2. illustrate and explain the concept of this invention and in particular: Fig. 1. explains the concept of a propulsion apparatus which has three ducts. Fig. 2. explains the concept of a propulsion apparatus which has two ducts. Fig. 3 * shows longitudinal section B-B of a propulsion apparatus suitable for propulsion in water or in air at subsonic speed Fig. 4. shows the end view A - A. Fig. 5. shows longitudinal section of a propulsion apparatus -suitable for supersonic speed. Fig. 6. shows the end view C - C. Fig. 7. shows longitudinal section F-F of a propulsion apparatus which has no converging inlet duct. Fig. 8. shows the end view E - B. Fig. 9. show ' s longitudinal section G.-G of a propulsion apparatus which discharges fluid through the wider end of diverging duct. Fig. 10 shows the end view H - H. Fig. 11 is the end view J-J of a power generator driven by one of the propulsion apparatues of this invention. Fig. 12 shows section I— L. In order to describe the concept of this invention clearly it is necessary to use some simple mathematical presentation and also to explain some symbols used in the Description. E = mechanical energy of fluid (N»m) per unit mass. P = pressure (N/m ) N = Newton = kg.g (kg.m/sec 2 ) T = absolute temperature (°K) V = fluid's absolute velocity relating to the ground (m/sec), W = fluid's relative velovity relating to moving duct(m/sec) U = speed of apparatus (m/sec) = mass of fluid passing duct in unit time (kg/sec.) a = cross section area (m ) q = density of fluid (kg/ m 5 ) C = specific heat of fluid at constant pressure (cal/kg) = mechanical equivalent of heat (N«m/cal) Referring to the diverging duct 2, shown on Fig. 1, it will be proved that when the duct is in motion with a speed U in the direction shown by the arrow 15, the total mechanical energy of fluid in the wider end of the duct is larger than in the narrower end despite the fact that no heat or any other energy has been added to the fluid in the duct. If fluid is a liquid, like water, the total mechanical energy of the fluid pas at entry, narrow end, E Because duct is in motion, absolute velocities of fluid are : at entry: V 1 = U - W- L and at outlet: V 2 = U - W ≥ The difference in said machanical energies: (u-w ) 2 p (u-w 1 ) 2 p 1 P--P E = Ep-E,= ~ + - i - ~-± = i(W^-W^+2U τ -2U )+ — 1 ^- 2 ^ ^ - i q Since for unit weight or generally E = m * (W- j^ - W 2 ).U HEAT EXTRACTED FROM THE FLUID MUST COVER THIS ENERGY. If fluid is a gas, the total energy of the gas is: in inlet: And since a ter solving the equations the same result will be obtained as for liquids. These equations indicate that the fluid itself provides for any increase of its mechanical energy by its own heat. This means that the exact required heat is extracted from the fluid and is directly converted into usable mechanical energy without any heat being rejected. This can be condensed in the following statement: When a diverging duct is in motion in a fluid in the direction of its narrower end, fluid passing the duct converts its own heat directly into its mechanical energy of which magnitude is determined by the product of the change of momentum of the fluid which passes the duct and the speed of duct's motion. Referring to Fig. 1., when the propulsion apparatus is in motion with a speed U in the direction shown by the arrow 15, surrounding fluid is rammed and forced to enter the converging inlet duct 1 in which it increases its velocity reaching in the narrow end a velocity W, which forms in combination with U an absolute velocity V-, . Passing the diverging duct 2, W-, is decreased to W p which again forms with U an absolute velocity V p which will be forwardly directed if ϋ is larger than W 2 . Therefore the divergence of the duct must be such that this condition is, preferably, achieved. From diverging duct 2 the fluid enters the second converging duct 3 from which it issues through narrower end. On top of Fig. 1. are shown energy levels of the fluid in important cross sections of the duct and at the bottom are shown the differences of these energies, the results are underlined. Such presentation provides a clear picture how this propulsion apparatus works. Relations of pressure and velocities, in line 1, indicate that issuing velocity W, cannot be larger than U. Difference of energies E - E-, , in line 2, shows that in the converging duct 1 fluid converts a portion of its own mechanical energy directly into propulsion work which is the product of the momentum caused by the reaction of - j _ and the speed U and said momentum is a part of the propelling force. The remaining part is generated in the second converging duct 3, this is shown in line 4. Total propelling force, per unit weight, is shown in line 5 and the general magnitude of the thrust is shown in line 6. It should be noted that the total work performed by the thrust, line 5, is equal the amount of extracted energy, in form of heat, in the diverging duct 2, line 3. Referring further to Fig. 1., in the diverging duct 2 and in the converging duct 3 are shown velocity diagrams 5 and 6. When ducts are in motion, the combination of velocities W and ϋ form absolute velocity V which acts in diverging duct, diagram 5, against the wall and in converging duct, diagram 6, away from wall. This means that in diverging duct a higher pressure acts upon the wall than in converging duct also it means that in the centre of diverging duct a lower pressure will prevail than in the centre of converging duct. Consequently, also the pressure acting upon the central conical structure 4 will be smaller at its front than at its rear. Such distribution of pressure causes that a propelling force, the thrust, is acting on the propulsion apparatus in forward direction. Said distribution of pressure takes place only when the apparatus is in motion. When it is stationary, like during the testing in a wind or a water tunnel, velocity component U in said velocity diagrams 5 and 6 is missing threrefore the said pressure distribution cannot take place. Also then W would change to V. On Fig. 2. is illustrated a propulsion apparatus in which the converging duct 3 is omitted. Therefore energy E p is here not present. It is also here shown that the issuing velocity W-, = U. Because duct 3 is omitted, the thrust, line 9 » is smaller than generated in Fig. 1. Here the said second part of the thrust, line 4, is missing. Description of propulsion apparatus shown on Fig.3 and Fig.4. This apparatus is suitable for propulsion in water or in air at subsonic speed. Cross section can be of a circular, oval, rectangular or any other required form. The apparatus consists mainly of three ducts: converging inlet duct 1; diverging duct 2 and second converging duct 3. All ducts are connected to each other as is illustrated on Fig.3. In order to reduce dynamic drag of apparatus a cowling 9 is provided which forms also the converging inlet duct 1. In the centre of ducts 2 and 3 is located a conical structure 4 of which thin ends extend into inlet 7 and into outlet 8. This conical structure consists, preferably, of two parts which can be inserted into each other at their wider end in order to control the thrust. This control is effected by a hydraulic or pneumatic cylinder 10 which can move the desired conical end either into the inlet 7 or into the outlet 8. By this the fluid's flow area can be restricted or completely closed controlling by this the thrust. The part of conical structure 4 which is not movable is solidly connected to the duct by ribs 11. As has been said hereinbefore this apparatus can generate thrust only when it is in motion. Then the surrounding fluid is rammed and forced to enter the apparatus through .duct 1 and flowing fluid forms in the apparatus the effect described and illustraded on Fig.l., diagrams and 6. ' Fluid issues from the apparatus cooled by the amount of work, performed by the thrust. Description of a propulsion apparatus suitable for supersonic propulsion as illustrated on Fig. 5 and Fig. 6. This apparatus consists of an apparatus as shown on Fig.3 and Fig.4 which is herein already described, except that the converging inlet duct 1 is here substituted, pre erably, with a converging duct 12 suitable for supersonic speed and the addition of an outlet diffuser 13. Cowling 14 is formed to suit supersonic speed. In order to describe clearly how this apparatus works, velocity distributions in important sections of apparatus are diagrammatically illustrated above Fig. 5. When apparatus moves with supersonic speed in the direction shown by the arrow 15, air enters inlet duct 12 where it increases its pressure and reduces velocity reaching in the narrow throat sonic velocity W-, which in combination with the speed U results in velocity V.. reactive momentum of which acts against propulsion. In diverging duct 2, W-, reduces to W p causing by this the increase of absolute velocity from V-, to V p . Because of the divergence of the duct, any force acting on it, from inside the duct, can only act in forward direction and here the increase of momentum from V to p is taken up by increasing along the duct pressure. That is here increasing pressure along the duct balances not the absolute velocity V but its reaction. Consequently, when fluid issues from apparatus, it is already stripped of its reaction in the diverging duct. The increased mechanical energy of air, by said increased pressure and kinetic energy by increase of absolute velocity from V to V p , is provided by the heat given by the air, from its own heat, in the diverging duct. This energy is: E p - E,= U«(W,- W ) for unit mass, as is shown on Fig. 1 in line 3. In converging duct 3 the momentum of air decreases along the duct, decrease of Vp to V- > , and this decreasing momentum of air together with the decreasing momentum of air in outlet diffuser 13 act in the direction of prorulsion. So the total propulsion force, thrust, is: Thrust = « (V 2 - V 1 ) = m.[(lI-W 2 )-(U-W 1 )] = m. (W^ - W g ) The same result can be obtained by subtracting the energies in relevant sections of the duct as is illustrated on Fig.l. Air is exhausted from the apparatus cooled by the amount of work performed by the thrust, m- (J j - W 2 ) « U, and there is not any jet of air streaming in rearward direction behind the apparatus. In the apparatus, velocities 1 and Y are sonie velocities at which the air has not ,the same temperature. Since at supersonic speed the demand on power is very high, the heat contained by the air may be insufficient, in this case some external heat must be added. This can be done by arranging a burner, preferably in the wider end of duct 2, adding the heat to the air by burning of fuel. Description of a propulsion apparatus as illustrated on Fig. 7. and Fig. 8. This apparatus is a modified version of the apparatus shown on Fig.3 in which the converging duct 1 has been omitted. Because of this omission its thrust is. reduced similarly as has been described on page 6, lines 5-10, and as illustrated on Fig.2. The thrust is 2 -E, = U*(U-W 2 ) and the extraction o heat from fluid is E 2 -E Q = U»(U-W 2 ). The thrust is controlled by the valve 16 turning of which, by-the shaft 17, restricts the passage for the fluid. Description of a propulsion apparatus as illustrated on Fig. 9. and Fig. 10. This apparatus is a modified version of the apparatus shown on Fig.3 in which the converging duct 3 has been omitted. Because of this omission its thrust is reduced. This is described on page 6, lines 5-10 and illustrated on Fig. 2. Control of the thrust is effected by introduction of an external fluid to the fluid in the duct where low pressure prevails. This external fluid is introduced through pipe 18 into space 20 from where it enters through the gap 21 into the fluid stream in the duct, choking by this more or less the flow. Valve 19 controls the amount of fluid introduced. Despite of the reduced thrust, the apparatuses illustrated on Fig.7 and Fig.9 may be employed because of their simplicity. The herein illustrated and described propulsion apparatuses can be used for linear propulsion when they are attached to vehicles like ships, aircrafts, fast moving trains and so on, or hey can be used for circular propulsion, driving a rotor of power generators which will generate power by the heat extracted from the atmosphere or water. Description of a power generator,shown on Fig.11 and Fig.12, driven by the propulsion apparatus of this invention. Referring to Fig.11, propulsion apparatues 22 are attached to the arms 23 which are rigidly connected with the shaft 25 constituting the rotor 24 of a power generator. This power generator resebles, to some degree, a windmill with the difference that here instead the wind the heat extracted from the fluid, air or water, drives the rotor. When the rotor rotates in the direction shown by the arrow 15 each apparatus 22 rams fluid and forces it to flow through the apparatus generating by this a propulsion force which drives the rotor and generates power. The apparatuses 22 are preferably bent as shown to follow the circular path. In order to control the speed of rotation, each apparatus is pivotally connected to the arms 23 freely rotating on pins 27. When the speed increases, due to lower power demand, centrifugal force deflects the rear of each apparatus away from the centre of rotation deflecting by this the inlet of the apparatuses from the direction of rotation resticting by this the fluid to enter the apparatus and this in turn reduces the thrust which drives the rotor. Said deflection of apparatus is kept in balance by the ties 28 which are pivotally attached to the apparatuses 22 and to the bush 29 which can freely rotate on the shaft 25. By rotating the bush 29 all apparatuses can be deflected together as required. Bush 29 can be rotated manually or it can be controlled automatically by a suitable conventional governor. Speed of the power generator can also be controlled by choking the flow of fluid as is illustrated and described on Fig.9. In this case apparatuses 22 will be rigidly connected to arms 23 and each apparatus will be connected by a pipe, 18 on Fig.9, to a central container located, preferably, in the vicinity of and rotating with the shaft 25. Fluid will be introduced into said container through a valve which can be controlled by a suitable conventional governor or manually. Shaft 25 of power ' generator rotates in bearings 30. The herein described and illustrated propulsion apparatuses and the power generator may be modified to suit particular requirements. For instance the described and illustrated means for controlling the thrust can be made interchangeable,

Claims: THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS: 1. A propulsion apparatus driven by the heat provided by fluid in which it operates and into which said fluid enters when the apparatus is in motion, characterised in that the propulsion apparatus consists of a diverging duct connected at its narrower end with a correspondingly narrower end of a converging inlet duct and at its wider end with a correspondingly wider end of a converging outlet duct whereby all said ducts are connected to each other to form a passage for the fluid which flows from said converging inlet duct into said diverging duct with a relative to ground velocity, known as absolute velocity, which is directed opposite to the direction of propulsion and reactive momentum of the fluid, contained by said absolute velocity, acts as a propelling force on said inlet duct constituting an inlet component of thrust which while propelling the apparatus converts a portion of fluid's original mechanical energy into propulsion work and the fluid flowing along said diverging duct reduces said absolute velocity and reverses its direction at the wider end of diverging duct producing a momentum of fluid which acts in the direction of propulsion whereby the reaction of said momentum is absorbed by increasing pressure of fluid along the diverging duct and while the fluid passes through said converging outlet duct and reduces in it said absolute velocity, the said momentum, which the fluid acquired in said diverging duct, acts on the apparatus constituting an outlet component of thrust whereby propulsion energy consumed by total thrust, being the sum of said inlet component of thrust and said outlet component of thrust, is provided by the fluid from its own heat in said diverging duct and, in consequence, the fluid issues from said outlet duct cooled by the amount of energy consumed by said total thrust and there is no rearwardly directed jet of the fluid behind the propulsion apparatus. 2. A propulsion apparatus for supersonic speed driven by the heat provided by air in which it operates and into which the air enters when the apparatus is in motion, characterised in that the apparatus consists of a diverging duct connected at its narrower end with a correspondingly narrower end of a converging inlet duct and at its wider end with a correspondingly wider end of a converging outlet duct, and a diverging outlet duct, forming a outlet diffuser, connected at its narrower end with a correspondingly narrower end of said converging outlet duct whereby all said ducts are connected to each other to form a passage for the air which flows from said converging inlet duct into said diverging duct with a relative to ground velocity, known as absolute velocity, which is directed in the direction of propulsion but is slower than the speed of apparatus, whereby reactive momentum of said absolute velocity of the air causes a retarding force which acts against propulsion and the air flowing along said diverging duct increases said absolute velocity to also increase the propelling momentum of the air whereby the reaction of said propelling momentum is absorbed by increasing pressure along the diverging duct and while the air reduces said absolute velocity, when it flows through said outlet duct and said outlet diffuser, said propelling momentum is transmitted to the propulsion apparatus as a force which, after overcoming the said retarding force, constitutes thrust which propels the propulsion apparatus, and whereby the propelling energy is supplied by the heat from the air in the said diverging duct so that the air issues from said outlet diffuser cooled by the amount of work resulted from said thrust and there is no rearwardly directed jet of air behind the propulsion apparatus. 3. A propulsion apparatus according to Claim 1 incorporating only said diverging duct and said converging duct, and said fluid enters the narrow end of said diverging duct when the apparatus is in motion whereby the said outlet component of thrust propels the apparatus and propulsion is produced by the heat energy provided by said fluid in said diverging duct. 4. A propulsion apparatus according to Claim 1 incorporating only said diverging duct and said converging inlet duct, and said fluid issues from the wider end of said diverging duct whereby the said inlet component of thrust propels the apparatus and propulsion is produced by the heat energy provided by said fluid in said diverging duct. 5. A propulsion apparatus according to Claims 1 or 2 or 3 or 4 adapted to produce linear propulsion in water or in air. 6. A propulsion apparatus according to Claims 1 or 3 or 4 adapted to produce rotary propulsion in water or in air. 7. A power generator driven by a propulsion apparatus according to Claims 1 or 2 or 3 or 4.

Inventors: BOLESTA DMYTRO, BOLESTA, DMYTRO
Applicants: BOLESTA DMYTRO, BOLESTA, DMYTRO
Application year: 1994
Main classification: F03G7
IPC codes: F03G7, F03H99